Railway safe-running device.



A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

WIT/veufs;

A. R. ANGUS.

y RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED IAN. la. 19H.

l ,1 89,225. Patented July 4, 1916.

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A. R. ANGUS.

HAiLwAY SAFE RUNNING DEVICE.

APPUCATON FILED IAN. I8, 19H. 1, l 89,225. Patented July 4, 1916.

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I A. R. ANGUS.

RAILWAY SAFE RUNNING DEVICE.

APPLICATION msn 11111. 1a. 1911.

1,1 89,225. Patented July 4, 1916.

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RAILWAY SAFE RUNNING DEVICE.

APPLICATION FILED 1AN.|8,19|1. 1,189,225, Patented July 4, 1916.

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UNITED STATES PATENT OEETGE.

ARTHUR AREGrINALD ANGUS, OF SPIT'ROAD MOSMAN, NEW SOUTH WALES, AUSTRALA;

RAILWAY SAFE-RUNNING- DEVICE.

Specification of Letters Iatent.

Patented July 4, 1916.

T 0 all whom t may concern.'

Be it known that I, ARTHUR REGINALD ANGUS, a subject of the King of Great Britain, residing at Spit Road Mosman, in the State of New South lVales and Commonwealtli of Australia., solicitor, have invented new and useful Improvements in or Relating to Railway Safe-RunningDevices, of which the following is a specification.

rllhis invention, subject to the limitations hereinafter indicated, seeks to eliminate the risk of collisions between railway -trains which is due to the personal equationthat is to'say, to human weakness or fallibility.

This invention refers to the'construction and application of safe Vrunning devices forl the prevention of collisions between trains, and relates to a train protecting systeml wherein devices are operated by or from the locomotive or train or any part thereof, soV

as to produce indications, which may he warning or stopping operations, on another train coming into contact with track contacts arranged along therailway track.

The apparatus is such that when a locomotive or train or part thereof makes contact with a track contact it electrically connects or disconnects the track portion of a circuit, connected to one or more-other track contacts, and adapted to be completed by contact of a train with the last mentioned track contact, or track contacts, through indicating apparatus on the last mentioned train, it being sought to eliminate the risk due to the personal equation subject to the limitations herein indicated.

The various features of the invention are hereinafter defined in the claims and in order to explain clearly Vhow this present in vention is carried into practical operation apparatus according thereto is illustrated iny the accompanying drawings and the same and the working thereof will now be described with reference to such drawings.

Figure 1 is a diagrammatic view of the apparatus and connections on the locomotive and of av portion of the apparatus on the track; Figs. 2 and 3 are a perspective view anda vertical section respectively of the contacting device on the train which is in the form of a. switch comprising a vertically slidable depending contact rod; Fig.

4 is a perspective view of a set of track contacts with the necessary electromagnetic Vdevices and connections for the down Journey;

and Figs. 5 and 6 constitute a diagrammatic view of the arrangement and connections on a single track. A

On the track 43 V(Figs. 1, 5, and 6) and approximately centrally thereof and in each of the sections such as B, C, D, E, into which the track is divided, is a set of contacts consisting of a down controller contact 40, signal contact 41, and stop contact 42, and rearwardly thereof are rear signal contact 44, and rear stop contact 45, and reversing contact 46 all for the working on the down journey-that is to say, in the direction By C D E. For the up journey are up controller contact 040, signal contact O41, stop contact 042, and rearwardly a rear signal Contact 044, rear stop contact 045, and reversing contact` 046.

According to the preferred arrangement,

and as is shown in Fig. 1 in each set the top surface of the up reversing contact 046 is higher than the top surface of any `other contact; the top surface of the down reversing contact 46 comes next in height;` then the top surfaces of the contacts 42, O42, 45 and O45, which are all at the same level; then the top surfaces of the contacts 41, 44, 041, and O44 which are all at the same level; then the top surface of the contact 40; and finally the top surface of the contact 040, which is thelowest of all. l

Eachcontact has ramped ends and the contacts are suitably fixed on or about the railway track and consist of any suitable non-conducting material on w'hichare placed strips of suitable conducting material conhaving a double wedge-shaped head 56 adapted either'to engage with the spring contacts 57 on the cheeks 48 or to engage with the spring contacts 58 (which. are secured to the cheek 49 but insulated ltherefrom) when the magnet 59 on the said cheek 49 is energized. Again each of the sets of rear contacts 44, 45 and 46 and 044, 045 and 046 has an electromagnetic device 60 having vertical cheeks 61 and 62 (Fig. 4) the former having magnets 63, 64 and 65 for the purpose of attracting the armature 66 fuli (fixed on the cheek 62, but insulated` there'-A from) when the magnet 71 on the said cheek is energized. i

Situated in any convenient position on the locomotive (Fig. 1) is a. reversing gear switch provided with a movable member carrying an insulated contact plate 85 and adapted to contact with the contact plate 90 when the locomotive is arranged to run forward-ce., with the funnel in front-and with contact plate 94 when the locomotive is arranged to run backward-z'. e., with the tender in front. The movable member is suitably connected to the reversing gear of the locomotive so as to be moved thereby into one or other of its positions.

1n order to adapt the locomotive for proper interaction with the track apparatus when its direction of travel is reversed not by the reversing gear but by a turntable, triangle, loop, or the like there is provided a commutator switch comprising a pair of contact arms 400 and 401, a connecting bar 405 for moving the two arms together and connecting them together non-conductively, and three contacts 402, 403, and 404. When the direction of running of the locomotive is reversed by a turntable, triangle, loop, or the likethe Vcommutator switch is reversed so that if previously the arms 400 and 401 have been in contact with the contacts 402 and 403 respectively they will after the reversal be in contact with thecontacts 403 and 404 respectively and vice versa.

On the locomotive is also a generator of electricity 119 connected electricallyI to the depending contacting rod 97 through the reversing gear switch and the commutator switch. Again in the cab of the locomotive are an electric bell 122 (Fig. 1), its local battery 123, miniature signal 126, relay 130, magnets 132, 133, and 134 (for operating the whistle 135, brake handle136, and steam throttle 137 respectively) and battery 140.

The vertical depending contact rod 97 is provided at its lower end with a friction roller 98. (Figs. 2 and 3) (though any known contact may be used in lieu thereof) and is slidable in the casing 99, containing a coil spring 100. To this rod are affixed the spring contact fingers 101 and 102.

The finger 101'is adapted to make contact l with the contacts 103, 104, 105 and 106, also insulated from the casing 99, and so 'placed as to correspond withthe varying heights of their respective contacts, 103 being for 40, 104 for 41, and 44, 105 for 42 and 45, and 106 for 46. The finger 102 is adapted to make contact with the contacts 0103, 0104,

0105, and 0106, insulated from the casing 99 and so spaced as to correspond with the varying heights of their respective contacts on the railway track, 0103 being for 040, 0104 for 041 and 044, 0105 being for 042 and 045, and 0106 vfor 046. The contacts 104 and 0104 and the contacts 105 and 0105 are connected together by wires 110 and 111 respectively.

The relays used in the apparatus hereinafter described are `electromagnetic devices which form or break electrical connections by the motion of their moving systems produced bythe passage of currents through their respective coils.v

lVhen a locomotive passes over a controller Contact it electrically connects to the Yrails and so renders operative signal and stop contacts at the next section but one ahead, in the following manner. When for .eXanr ple a locomotive is on the down journeyV (moving in the direction Bv C D E in Figs. 5 and 6 and shown -by the arrow in yF ig. 1)- the contact plate 85 of the reversing gear switch being in contact with the contact plate 90 and the arms 4 00 and 401 of the commutator switch being, as shown in full lines, in .contact withv the contacts 402 andk 403 respectively, or the contact plate 35 being in contact with the contact plate 94 and the arms 400 and 401 being, as shown in dotted lines, in contact with the contacts 403 and 404 respectively and the rod 97 makes contact with the controller contact 40 of section C it is displaced so as to effect contact with contact 103 and a current from the generator 119 flows through wire 142, contact 65, to Contact 403 by way of contact 90 and arm 401 or by way of Contact 94 and arm 400, through wire 145, contact 103, rod 97, contact 40 of section C, wire' 72, magnet 59 in section E (see Figs. 5 and 6), wire 73, to rails 43, wheel 74, and wire 146, back to generator 119, thus energizing the mag.- n-et 59 in section E, attracting its armature 54, and thus bridging the contacts 58, thereby completing the circuit ofthe signal and stopcontacts 41 and 42 in section E (which are connected by a wire 75) in as far as conn cerns wire 76 so that if' another locomotive with its rod 97 makes Contact thereafter with the signal contact 41 the rod 97 is displaced so as to effect contact with contact 104 and a current iiows from the battery 129 through wire 148, magnet 149, contact `104, rod 97, signal contact 41, to wire 76, and contacts 58, rail 43, wheel 74, and return wire 146 back to ing the magnet 149, so that its armature-is attracted to raise the signal 126 to danger position thereby bridging the contacts 153 and setting up the local circuit of bell 122 and battery 123, and thus giving the necessary audible warning; if these warnings be not heeded then when the rod 97 of the locobattery 129, thus energiz motive in question vmakes contact with the stop contact 42 it is displaced so as to effect contact with contact 105 and a current from the battery 140 will flow by wire 201, wire 151, contact 105, rod 97, top contact 42, wire 76, contacts 58, rail 43, wheel 74, wire 146, coils of relay 130, wire 154, magnets 134', 133 and 132, and wire 155, back to the battery 140 (the energizing of magnet 130 attracting its armature 131 and maintaining the Circuit of battery 140 through magnets 132, 133 and 134 at the Contacts 152 and 202) thereby causing the whistle 135 to be blown, the operation of the brake handle 136 to apply the brakes, and the operation of the steam throttle lever 137 to shut oif steam from the locomotive.

' In addition to electrically connecting to the rails and so rendering operative signal and stop contacts in the next section but one ahead as already described, when a locomotive passes over a. controller contact it in the following manner (1) disconnects from the Arails and so renders inoperative signal and stop contacts in the same section but in front of the train, (2) connects with the rails and so renders operative rear signal and stop contacts which are located in the same section but are arranged behind the controller contact in question, and l(3) disconnects from the rails and so renders inoperative rear signal and stop contacts in the next section but one in the rear. /Vhen for example a rod 97 makes contact with controller contact 40 in section D, a current iiowing from the generator 119 as before described passes along wire 77, through magnet 50, thereby' (1) attracting the armature 54 and disconnecting the contacts 53, and thus rendering the signal and stop contacts 41 and 42 in section D inoperative, along wire 300, and through magnet 71 in section D, thereby (2) attracting armature 66 and bridging the contacts 70, connecting with the rails and so rendering the rear signal and stop contacts 44 and 45 in section D operative, then along wire 303 through to magnet 63 in section B, and to the rail 43 by wire 304, and thereby (3) attracting armature 66 in section B and disconnecting from the rails contacts 7 0, and thus rendering the rear signal and stop contacts 44 and 45 in section B 1noperative.

1n order to enable a train to run backward when desired and at the saine time to restore to their normal condition-that is to'say, inoperative-those contacts in front of and behind it previously rendered operative by it there is provided in each set of contacts a reversing contact 46.- Similarly a reversing contact 046 is provided for trains reversing when on the opposite journey. Wfhen the locomotive passes backward over a reversing contact it, so far as may be required, renders inoperative signal and stop contacts in the section in question and in the contact with the contacts 402 and 403 respectively, or the contact plate 85 being in contact with the contact plate 90 and the arms 400 and 401 being, as shown in dotted lines, in contact with the contacts 403 and' 404 respectively) and the rod 97 makes contact with a contact 46, for example in section C (Fig. 5) the rod 97 is displaced to effect contact with contact 106 and a current flows from the generator 119 (Fig.` 1) through wire 0145, wire 305, contact 106, rod 97, contact46, vby wire 306 to magnet 53` in section C, thence by wire 307 to magnet'52 in section D'and wire 308 to magnet 51 in section E, thence by return wire 309 to rail 43 and back to the generator 119; similarly a current iows by wire 310 from the contact 46 at C (Fig. 5) leading to magnet 65 in section C, and thence by wire 311 leading to magnet 64 in section B, and thence by return wire 312 to rail 43 and back to' generator 119. r1 hus by contact with contact l46 in section C there are energized the magnets 53 in C, 52 in D, 51 in E, 65 in C, and 64 in B, and thereby there are electrically disconnected from the rails and so rendered inoperative theV down signal and stop contacts 41 and 42 in C, 41 and 42 in D, 41 and 42 in E, down rear signal and stop contacts 44 and 45 in C, and 44 and 45V in B respectively-that is to say, so far as those contacts are connected-when the locomotive arrives at the reversing contact 46 when traveling in the reverse direction.

"When a locomotive is on the up journey (moving in the direction E D C B in Figs. 5 and 6, the contact plate 85 of the reversing gear switch being in contact with the contact plate 94 and the arms 400 and 401 of the commutator switch being, as shown in full lines in Fig. 1, in contact with the contacts 402 and 403 respectively, or the contact plate 85 being in contact with the contact plate 90 and the arms 400 and 401 being, as shown in dotted lines, in contact with the contacts 403 and 404 respectively) and the rod 97 makes contact with the controller contact 040 of section D it is displaced so as to effect contact with contact 0103 and a current from the generator 119 flows through wire 142, contact 35, wire 0145, contact 0103, rod 97, contact 040 of section D, wire 77, wire 72, magnet 59 in section B (see'Figs. 6

soI

and 5), 'Wire 73, to rails 43, Wheel 74, and Wire 146 back to generator 119, thus energizing the magnet 59 in section B, attracting its armature 54, and thus bridging the contacts 58, thereby completing the circuit of the signal and stopcontact 041 and 042 in section B (which are connected by a Wire 75) in as far as concerns Wire 76 so that if another locomotive with its rod 97 makes contact thereafter With the signal contact 041 the rod 97 is displaced so as to eect lcontact with contact 0104 and a current flows from the battery 129 through Wire 148,

magnet 149, contact 0104, rod 97, signal contact 041, to Wire 76, and contacts 58, rail 43, Wheel 74, and return Wire 146 back to battery 129, thus energizing the magnet 149, so that its armature is attracted to raise the signal 126 to danger position thereby bridging the contacts 153 and setting up the local circuit of bell 122 and battery 123, and thus giving the necessary audible Warning; if these Warnings be not heeded then when the rod 97 of the locomotive in question makes contact With the stop contact 042 it is displaced so as to effect contact With contact 0105 and a current from the battery 140 will flow by Wire 201, Wire 151, contact 0105, rod 97, stop contact 042, Wire 76, contacts 5S, rail 43, Wheel 74, Wire 146, coils of relay 130, wire 154, magnets 134, 133 and 132, and Wire 155, vback to the battery 140 (the energizing of magnet-130 attracting its armature 131 and maintaining the circuit of battery 140 through magnets 132, 133 and 134 at the contacts 152 and 202)-thereby causing the Whistle 135 to be blo\ Yn, the operation of the brake handle 136 to apply the brakes, and the operation of the steam throttle lever 137 to shut olf steam from the locomotive.

As in the case of a locomotive on the down journey, in addition to electrically connecting to the rails and so rendering operative signal and stop contacts in the next section but one ahead as already described, When a locomotive passes over a controller contact it in the following manner (1) disconnects from the rails and so renders inoperative signal and stop contacts in the same section but in front of the train, (2) connects with therails and so renders operative rear signal and stop contacts which are located in the same section but are arranged behind the controllercontact in `question, and (3) disconnects from the rails and so renders inoperative rear signal and stop contacts in the next section but one in the rear. lVhen for example a rod 97 makes contact With controller contact 040 in section C, a current flowing from the generator 119 as before described passes along Wire 77, through` magnet 50 in section C, thereby (1) attracting Y the armature 54 and disconnecting the con tacts 58, and thus rendering the signal and stop contacts 041 and 042' in section C inopfrom the rails contacts 70, and

erative, and through magnet 71 in section C, thereby (2) attracting armature 66 and bridging the contacts 70, connecting With the rails and Y and stop contacts 044 and 045 in section C operative, then. along Wire 303 through to magnet 63 in section E, and to the rail 43 by Wire 304, and thereby (3) attracting armature 66 in section E and disconnecting thus rendering the rear signal and stop contactsv 044 and O45 in section E inoperative.

)Vhen the locomotive, after running in the up direction, is running backward in the down ldirection (its -gear having been reversed for the latter direction of travel and contact plate S5 being therefore in lContact with contact plate 90 and the arms 400 and 401 being, as shown in full lines, in contact with contacts 402 and 403 respectively, or the contact plate 85 -being in contact With the contact plate 94 and the arms 400 and 401 being, as shown in dotted lines, in contact with the contacts 403 and 404 respectively) and the'rodA 97 makes contact with a. contact 046, for example in section D (Fig. 6) the rod 97 is displaced to Ieffect contact with contact 0106 and a current flows from the generator 119 (Fig. 1) through Wire 145, Wire 0305, contact 0106, rod 97, contact 046, by Wire 306 to magnet 53 in section D, thence by wire 307 to magnet 52 in section lC (Fig. 5) and Wire 308 to magnet 51 in section B, thence by return yWire v309 to rail 43 and back to the generator 119; similarly a current flows by Wire 310 from the contact 046 at D (Fig. 6) leading to magnet 65 in section D, and thence by Wire 311 leading to magnet 64 in section E, and thence by return wire 312 to rail 43 and back yto generator 119. Thus by contact With contact 046 in section Dthere are energized the magnets 53in D, 52 in C, 51 in B, 65 in D, and 64 in E, and thereby there are electrically disconnected from the rails and so rendered inoperative the up signal and stop contacts 041 and 042 in D, 041 and 042 in C, 041 and 042 in B, up rear signal and stop contacts 044 and 045 in D, and 044 and 045 in E respectively-that is to say, so far as those contacts are connected when the locomotive arrives at the reversing contact 046 when traveling in the reverse direction.

Instead of a single generator in any particular case, in order to minimize risk due to failure of a generator there may be provided a set of generators, so arranged that if one of the generators fails to supply the necessary current another generator will be automatically switched in and there? maininggenerator or generators of the set will be automatically cut out, Also in order to provide for the risk of vfailure of the contacting device 97 or connections thereto duplieate contacting' devices may be provided so rendering the rear signal loro in other portions of the locomotive or train and adapted to operate in an exactly similar manner.

Each train should be fitted with some known type of continuous automatic brake such as air or vacuum or the like.

It is intended that cach train should, when about to run on a railway track adapted according to this invention, first connect to the rails at least onecontact ahead of the train and almost immediately after on making contact with another contact connect to the rails another contact at a suitable distance ahead of the train, so that the train will have at least two contacts operative ahead of it at the same time. It is also intended that each train both on its down and up journey shonlc `operate on contacts in such a manner that there will be alwaysy at least two stop Acontacts ahead of it connected to the rails or operative atthe same time as shown in Figs. 5 and 6 of the drawings and as herein described. The distance apart of the ltwo said stop contacts is such that two trains approaching one another on the same track will each have the steam shut off and brakes applied on passing over the corresponding stop contacts which are at the time operative and thus be stopped before the two said approaching trains-can meet. The distance apart of said two stop contacts is arranged according to the conditions such as weight of heaviest trains allowed to run on any railway track adapted as herein mentioned, the possible speed of the train, and brake power thereof, or the like.

For trains running on double tracks each track may be equipped with apparatus as shown 'in Figs. 5 and 6, such parts as are not necessary being omitted.

Each train on either its down or up journey on double tracks will therefore render only behind the train in manner herein described and shown in the drawings contacts operative and inoperative.

Each brakevan (i. e., a vehicle provided with apparatus for operating the brake) or like vehicle ymay be adapted similarly to said locomotive omitting only such parts as may not be required such as relate to shutting off steam or the like and the said reversing gear electric switch (Fig. 1) is then adapted with a lever' so that the guard or other person may reverse same as required.

Under the term train7 I include a loco motive or brakevan or like vehicle adapted as herein mentioned. In the case of abrakevan, or like vehicle, parts only required on a locomotive-such as apparatus for shutting off steammay be omitted and the reversing gear switch is adapted to be operated by the guard or the like.

What I claim is 1. Railway safe running apparatus comprising a controller track contact, an indicating track contact located remote from said controller track contact, a switch device carried by each of two trains and adapted to come into contact with said c0ntacts, the controller contact and the indicating contact having their operative surfaces so arranged as on making contact with each of said switch devices to give different displacementsV thereto, means adapted by electrical connection and on contact of said switch device of one of said trains with said controller Contact to render. operative said indicating contact, and means adapted on contact of said switch device of the other of said trains with said indicating contact so rendered operative to produce an indication on the last mentioned train.

2. Railway safe running apparatus comprising a controller track contact, a warning track contact located remote from said controller contact, a switch device carried by each of two trains and adapted to come into contact with said contacts, the controller contact and the warning contact having their operative surfaces so arranged as on making contact with each of said switch devices to give different displacements thereto, means adapted by electrical connection and on contact of said switch device of one of said trains with said controller contact to render operative saidwarning contact, and .means adapted o-n contact of said switch device of the other of said trains with said warning contact to produce a warning operation on the last mentioned train. Y

3. Railway safe running apparatus comprising -a controller track contact, a stopping track contact located remote from said controller track contact, a switch device carried by each of two trains and adapted to come into contact with said contacts, the controller contact and the stopping vcontact having their operative surfaces so arranged as on -making Contact with each of said switch .devices to give' different displacements thereto, means adapted by electrical connection on contact of said switch device of one of said trains with said controller contact 'to render operative said stopping contact, and means adapted on contact of said switch device of the other of said trains with said stopping contact so rendered operative to produce a stopping operation on the last mentioned train.

A. Railway safe running apparatuscom prising a set of track contacts including a controller contact, a signal contact, and a stop contact, the stop contact being arranged between the controller contact andthe signal contact, a switch device carried by each of two trains and adapted to come into contact with said contacts, the signal contact, the stop contact, and the controller contact having their operative surfaces so arranged as on making contact with each of said switch devices to give different displacement thereto, means adapted by electrical connection on contact of said switch device of one of said trains with the controller contact to render operative said signal and stop contacts, means adapted on contact of said switch device of the other of said trains with said signal contact so rendered operative to produce a warning on the last mentioned train, and means adapted on the contact of thelast mentioned switch device with said stop contact so rendered operative to stop the last mentioned tra-in.

5. Railway safe running apparatus com prising sets of track contacts, each of said sets including a controller contact, and an indicating Contact, aswitch device carried by each of two trains and adapted to come into contact with said contacts, the indicating Contact, and the controller contact of each of said sets having their operative surfaces so arranged as on making contact with each of said switch devices to give different displacements thereto, means adapted by electrical connection and on contact of said switch device of one of said trains with the `controller contact of one of said sets to render operative the indicating contact of the set in question, means adapted on contact of the last mentioned switch device with the controller contact of a subsequent set to disconnect and so render inoperative said contact so rendered operative, and means adapted on contact of said switch device of the other of said trains with an indica-ting contact so rendered operative to produce an indication on the last mentioned train.

6. Railway safe running apparatus comprising sets of track contacts, each of said sets including a controller contact, a signal contact, and a stop contact, the stop contact being arranged between the controller contact and the signal contact, al switch device carried by each of two trains and adapted to come into contact with said contacts, the signal contact, the stop contact, and the controller contact of each of said sets having their operative surfaces so arranged as on making contact with. each of said switch devices to give different displacements thereto, means adapted by electrical connection and on contact of said switch device of one of said trains with the controller contact of one of said sets to render operative the signal and stop contacts of the set in question, means adapted on contact of the last mentioned switch device with the controller contact of a subsequent set to disconnect and so render inoperative said contacts so rendered operative, means adapted on contact of said switch device of the other of said trains with a signal contact so rendered operative to produce a warning on the' last mentioned train, and means adapted to stop the last mentioned train on the contact of the last mentioned switch device with the stop contact so rendered operative and pertaining to the set to which the last mentioned signal contact pertains.

7. Railway safe running apparatus comprising sets of track contacts, each of said sets including a controller contact, a rear signal contact, a rear stop contact, a front signal contact, and a front stop contact, the said signal contacts being arranged on opposite sides of the controller contact and the rear stop contact and the front stop contact being arranged between the rear signal contact andthe controller contact and between the front signal contact andthe controller contact respectively, a switch device carried by each of two trains and adapted to come into contact with said contacts, the controller contacts, the signal contacts, and the stop contacts of each of said sets having their operative surfaces so arranged as on making contact with each of said switch devices to give different displacements thereto respectively, means adapted by electrical connection and on contact of said switch device of one of said trains withy the controller contact of one of said sets to render operative the rear signal and stop contacts of the set i 1n question and also the front signal and stop contacts of a. Set in advance of the last mentioned train, means adapted on contact of said switch device of the other 0f said trains with either of said signal contacts so rendered operative to produce a warning on the last mentioned train, and means adapted to stop the last mentioned train on contact of the switch device'thereof with the stop contact yso rendered operative and pertaining to the set to which the last mentioned signal contact pertains.

8. Railway safe running apparatus comprising sets of track contacts, each of said sets including a controller contact, a rear indicating contact, and a front indicating contact, the said indicating contacts being located on opposite sides lof the said controller contact, a switch device carried by each of two trains and adapted to come into contact with'said contacts, the control-r also the front indicating contact of a Set` in advance of the set in question, and means adapted on contact of said switch device of the other of said trains with either of said indicating contacts so rendered operaijn iin

io n

tive to produce an indication on the last mentioned train.

9. Railway safe running apparatus comprising switching means on a train, a controller track contact, a train affecting track Contact arranged in front of said controller track contact said contacts being adapted to give different displacements to said switching means on coming into contact therewith, mea-ns adapted on the contact of said switching means with said controller contact to disconnect electrically and so render electrically inoperative said train affecting contact, and means' adapted to be affected by said train affecting track contact and to give an indication on said train when in contact with the last mentioned track contact not rendered inoperative vby said train.

10. Railway safe runningapparatus comprising switching means on a train,'a controller track contact, a train affecting track contact arranged in front of said controller track contact, said cont-acts being adapted to give different displacements to said switching means on coming into contact therewith, a generator of electricity on said train, electromagnetic switching apparatus located on said track and adapted to control the electrical connection of said train aEecting contact, an electric circuit adapted to be completed through said generator of electricity and through said electromagnetic switching vapparatus on contact of said train with said controlling contact, and so to cause to be disconnected electrically by said switching apparatus and so rendered inoperative said train affecting contact, indicating apparatus on said train, a second generator of electricity, and a second electric circuit adapted to be completed through said second generator and said indicating apparatus on contact of said train with said train affecting contact when said contact is operative and thereby to cause the operation ot said indicating apparatus.

11. Railway safe running apparatus comprising a controller track contact, two stopping track contacts located rcmote from said controller contact, said two stopping contacts being at a distance apart not less than double the distance within which a train is adapted to be automatically stopped, a switch device carried by each of two trains and adapted to come into contact with said contacts, the controller contact and a stopping contact having their operative surfaces so arranged as on making contact with each of said switch` devices to give different displacements thereto, means adapted by electrical connection and on contact o said switch device of one of said trains with said controller contact to render operative said stopping contacts, and means adapted on contact of said switch device of the other of said trains with a said stopping contact so rendered operative to produce a stopping voperation on the last mentioned train.

12. Railway safe running apparatus comprising a. train affecting track contact, a

.switching device on a train, a controlling track contact, a reversing track contact, said controlling and reversing track contacts having their operative surfaces arranged so as to give different displacements to said switching device on making contact therewith, means adapted by electrical connection and on contact of said train with said controlling contact to render operative said train affecting contact, and an electriccircuit adapted to be completed by the subsequent displacement ot said switching means by said reversing contact when the direction of travel of the train is reversed and then to disconnect electrically and so render inoperative said train affecting contact rendered operative by contact of the train with said controlling contact.

13. Railway-safe running apparatus comprising a train affecting track contact, a switching device on a train, a controlling track contact, a reversing track contact, said controlling and reversing track contacts having their operative surfaces arranged at different heights so as to ,give different displacements to said switching device on making contact therewith, means adapted by electrical connection and on contact of said train with said controlling contact to render operative said train affecting contact, and an electric circuit adapted to be completed by the subsequent displacement of said switching means by said reversing contact when the direction of travel of the train is reversed and then to disconnect electrically and so render inoperative said train affecting contact rendered operative by contact of the train with said controlling contact.

14. Railway safe running apparatus com prising a train accting track contact, a controlling track contact, a reversing track contact, said track contacts being of different dispositions, means adapted by electrical connection and on contact of a train with said controlling contact to render operative said train affecting Contact, and means adapted on subsequent contact of said train with said reversing contact when the direction of travel of the train is reversed to disconnect electrically and so render inoperative said tra-in affecting contact rendered operative by contact oi' the train with said controlling contact.

15. Railway safe running apparatus comprising train affecting track contacts, controlling track contacts, a reversing contact, said tra-in affecting, controlling, and reversing track contacts being respectively of different dispositions, means adapted by electrical connection and on contact of a train with each of said controlling contacts track to render operative some of said train affecting contacts, and means adapted on the subsequent contact of said train with said reversing contact when the direction of travel of the train is reversed to disconnect electrically and so render inoperative said train affecting contacts so rendered operative by contact of the train with said controlling contacts.

16. Railway safe `running apparatus comprising a train affecting track contact, a controlling track contact, a reversing track contact, said track contacts being of dierent dispositions, means adapted by electrical connection and on contact of a train with said controlling contact to render operative said train affecting contact, and means Copies ot this patent may lbe obtained for ve cents each, by addressing the operative said train aiecting contact ren-v dered operative by contact of the train With said controlling contact.

In. testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

`ARTHUR BEGIN ALD ANGrUS.`

Vitnesses PERCY NEWELL, O. MAoINNEs.

Commiuioner ot idtents,

Washington, D. C." 

